Control system and method for coordinating throttle and boost

ABSTRACT

An engine control system according to the principles of the present disclosure includes a manifold air pressure (MAP) determination module, a boost control module, and a throttle control module. The MAP determination module determines a desired MAP based on a driver torque request. The boost control module controls a boost device based on the desired MAP and a basic boost pressure. The boost device is actuated using boost pressure and the boost pressure is insufficient to actuate the boost device when the boost pressure is less than the basic boost pressure. The throttle control module controls a throttle valve based on the desired MAP and the basic boost pressure.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of U.S. Provisional Application No. 61/497,691, filed on Jun. 16, 2011. The disclosure of the above application is incorporated herein by reference in its entirety.

FIELD

The present disclosure relates to engine control systems and methods, and more particularly, to control systems and methods for coordinating throttle and boost.

BACKGROUND

The background description provided herein is for the purpose of generally presenting the context of the disclosure. Work of the presently named inventors, to the extent it is described in this background section, as well as aspects of the description that may not otherwise qualify as prior art at the time of filing, are neither expressly nor impliedly admitted as prior art against the present disclosure.

Internal combustion engines combust an air and fuel mixture within cylinders to drive pistons, which produces drive torque. Airflow into the engine is regulated via a throttle. More specifically, the throttle adjusts throttle area, which increases or decreases airflow into the engine. As the throttle area increases, the airflow into the engine increases. A boost device, such as a turbocharger or a supercharger, may also increase the airflow into the engine. A fuel control system adjusts the rate that fuel is injected to provide a desired air/fuel mixture to the cylinders and/or to achieve a desired torque output. Increasing the amount of air and fuel provided to the cylinders increases the torque output of the engine.

In spark-ignition engines, spark initiates combustion of an air/fuel mixture provided to the cylinders. In compression-ignition engines, compression in the cylinders combusts the air/fuel mixture provided to the cylinders. Spark timing and airflow may be the primary mechanisms for adjusting the torque output of spark-ignition engines, while fuel flow may be the primary mechanism for adjusting the torque output of compression-ignition engines.

Engine control systems have been developed to control engine output torque to achieve a desired torque. Traditional engine control systems, however, do not control the engine output torque as accurately as desired. Further, traditional engine control systems do not provide a rapid response to control signals or coordinate engine torque control among various devices that affect the engine output torque.

SUMMARY

An engine control system according to the principles of the present disclosure includes a manifold air pressure (MAP) determination module, a boost control module, and a throttle control module. The MAP determination module determines a desired MAP based on a driver torque request. The boost control module controls a boost device based on the desired MAP and a basic boost pressure. The boost device is actuated using boost pressure and the boost pressure is insufficient to actuate the boost device when the boost pressure is less than the basic boost pressure. The throttle control module controls a throttle valve based on the desired MAP and the basic boost pressure.

Further areas of applicability of the present disclosure will become apparent from the detailed description provided hereinafter. It should be understood that the detailed description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

The present disclosure will become more fully understood from the detailed description and the accompanying drawings, wherein:

FIG. 1 is a functional block diagram of an example engine system according to the principles of the present disclosure;

FIG. 2 is a functional block diagram of an example engine control system according to the principles of the present disclosure;

FIG. 3 is a functional block diagram of an example engine control module according to the principles of the present disclosure;

FIG. 4 is a flowchart illustrating an example engine control method according to the principles of the present disclosure;

FIG. 5 is a graph illustrating example manifold air pressure (MAP) control curves according to the principles of the present disclosure;

FIG. 6 is a graph illustrating an example boost control curve according to the principles of the present disclosure; and

FIG. 7 is a graph illustrating an example throttle control curve according to the principles of the present disclosure.

DETAILED DESCRIPTION

The following description is merely illustrative in nature and is in no way intended to limit the disclosure, its application, or uses. For purposes of clarity, the same reference numbers will be used in the drawings to identify similar elements. As used herein, the phrase at least one of A, B, and C should be construed to mean a logical (A or B or C), using a non-exclusive logical or. It should be understood that steps within a method may be executed in different order without altering the principles of the present disclosure.

As used herein, the term module may refer to, be part of, or include an Application Specific Integrated Circuit (ASIC); an electronic circuit; a combinational logic circuit; a field programmable gate array (FPGA); a processor (shared, dedicated, or group) that executes code; other suitable components that provide the described functionality; or a combination of some or all of the above, such as in a system-on-chip. The term module may include memory (shared, dedicated, or group) that stores code executed by the processor.

The term code, as used above, may include software, firmware, and/or microcode, and may refer to programs, routines, functions, classes, and/or objects. The term shared, as used above, means that some or all code from multiple modules may be executed using a single (shared) processor. In addition, some or all code from multiple modules may be stored by a single (shared) memory. The term group, as used above, means that some or all code from a single module may be executed using a group of processors or a group of execution engines. For example, multiple cores and/or multiple threads of a processor may be considered to be execution engines. In various implementations, execution engines may be grouped across a processor, across multiple processors, and across processors in multiple locations, such as multiple servers in a parallel processing arrangement. In addition, some or all code from a single module may be stored using a group of memories.

The apparatuses and methods described herein may be implemented by one or more computer programs executed by one or more processors. The computer programs include processor-executable instructions that are stored on a non-transitory tangible computer readable medium. The computer programs may also include stored data. Non-limiting examples of the non-transitory tangible computer readable medium are nonvolatile memory, magnetic storage, and optical storage.

A throttle valve may be controlled based on a desired throttle area and a boost device may be controlled based on a desired boost pressure. The desired throttle area and the desired boost pressure may both be determined based on a desired manifold air pressure (MAP). Boost pressure produced by the boost device may be controlled by opening a wastegate to allow airflow to bypass the boost device entirely (e.g., bypass a supercharger) or partially (e.g., bypass a turbine of a turbocharger).

The wastegate of the boost device may be actuated using the boost pressure. The boost pressure is insufficient to actuate the wastegate when the boost pressure is less than a basic boost pressure. The basic boost pressure depends on atmospheric pressure and the design of the boost device.

The response gains of the throttle valve and the boost device may be affected by intake airflow. The response gain of the throttle valve is the ratio of change in the flow rate through the throttle valve to change in the throttle area of the throttle valve. The response gain of the boost device is the ratio of change in the boost pressure to change in an actuation percentage (i.e., a duty cycle) of the wastegate. The wastegate may be opened and closed by respectively decreasing and increasing the duty cycle.

The response gain of the throttle valve may be most consistent (i.e., within a desired range) when a desired pressure ratio across the throttle valve is less than a first ratio (e.g., 0.9). The desired pressure ratio is the ratio of a desired pressure downstream from the throttle valve (i.e., the desired MAP) to the pressure upstream from the throttle valve. The pressure upstream from the throttle valve may be equal to atmospheric pressure when the boost pressure is less than the basic boost pressure. Thus, the desired pressure ratio across the throttle valve may be 0.9 when the desired MAP is equal to 90 percent of the atmospheric pressure.

The response gain of the boost device may be most consistent when the duty cycle of the wastegate is greater than a first percentage (e.g., 30 percent). The duty cycle of the wastegate may be equal to the first percentage when the desired MAP is equal to a first pressure. The first pressure may be approximately 10 kilopascals (kPa) greater than the basic boost pressure.

An engine control system and method according to the present disclosure coordinates actuation of the throttle valve and the boost device by using the actuators to adjust intake airflow when the response gains of the actuators are most consistent. The throttle valve is used as a primary actuator for adjusting the intake airflow when the desired MAP is less than the first pressure. The throttle valve may be used as primary actuator for adjusting the intake airflow by adding a boost offset pressure to the desired MAP and determining the desired boost pressure based on the offset desired MAP. The boost offset pressure may be predetermined to fully close the boost device.

The boost device is used as a primary actuator for adjusting the intake airflow when the desired MAP is greater than the first pressure. The boost device may be used as the primary actuator for adjusting the intake airflow by adding a throttle offset pressure to the desired MAP and determining the desired throttle area based on the offset desired MAP. The boost offset pressure may be predetermined to fully open the throttle valve. In turn, the throttle valve may only be used to adjust the intake airflow when the boost device overshoots the desired MAP by more than the throttle offset pressure.

Coordinating actuation of the throttle valve and the boost device in this manner improves the ability to control engine torque, improves drivability, improves boost diagnostics, reduces pumping losses, and improves boost overshoot protection. Drivability is improved by providing more boost than necessary at lower torque levels, causing the response gain of the boost device to be more consistent at lower torque levels. As a result, the response gain of the boost device is consistent more frequently, improving boost diagnostic methods that may only be performed when the response gain of the boost device is consistent.

Pumping losses are reduced by opening the throttle valve more than necessary at higher torque levels, which reduces intake airflow restrictions and, in turbocharged engine systems, reduces exhaust backpressure. Boost overshoot protection may be improved by gradually closing the throttle valve to limit an actual MAP to the desired MAP when the boost device overshoots the desired MAP by more than the throttle offset pressure. The throttle valve may be reopened when the boost device can limit the actual MAP to the sum of the desired MAP and the throttle offset pressure.

Referring now to FIG. 1, a functional block diagram of an exemplary engine system 100 is presented. The engine system 100 includes an engine 102 that combusts an air/fuel mixture to produce drive torque for a vehicle based on driver input from a driver input module 104. Air is drawn into the engine 102 through an intake system 108. For example only, the intake system 108 may include an intake manifold 110 and a throttle valve 112. For example only, the throttle valve 112 may include a butterfly valve having a rotatable blade. An engine control module (ECM) 114 controls a throttle actuator module 116, which regulates opening of the throttle valve 112 to control the amount of air drawn into the intake manifold 110.

Air from the intake manifold 110 is drawn into cylinders of the engine 102. While the engine 102 may include multiple cylinders, for illustration purposes a single representative cylinder 118 is shown. For example only, the engine 102 may include 2, 3, 4, 5, 6, 8, 10, and/or 12 cylinders. The ECM 114 may instruct a cylinder actuator module 120 to selectively deactivate some of the cylinders, which may improve fuel economy under certain engine operating conditions.

Although the discussion below describes a four-stroke cycle, the engine 102 may operate using a four-stroke cycle or a two-stroke cyle. A four-stroke cycle includes an intake stroke, a compression stroke, a combustion stroke, and an exhaust stroke. During each revolution of a crankshaft (not shown), two of the four strokes occur within the cylinder 118. Therefore, two crankshaft revolutions are necessary for the cylinder 118 to experience all four of the strokes.

During the intake stroke, air from the intake manifold 110 is drawn into the cylinder 118 through an intake valve 122. The ECM 114 controls a fuel actuator module 124, which regulates fuel injection to achieve a desired air/fuel ratio. Fuel may be injected into the intake manifold 110 at a central location or at multiple locations, such as near the intake valve 122 of each of the cylinders. In various implementations (not shown), fuel may be injected directly into the cylinders or into mixing chambers associated with the cylinders. The fuel actuator module 124 may halt injection of fuel to cylinders that are deactivated.

The injected fuel mixes with air and creates an air/fuel mixture in the cylinder 118. During the compression stroke, a piston (not shown) within the cylinder 118 compresses the air/fuel mixture. The engine 102 may be a compression-ignition engine, in which case compression in the cylinder 118 ignites the air/fuel mixture. Alternatively, the engine 102 may be a spark-ignition engine, in which case a spark actuator module 126 energizes a spark plug 128 in the cylinder 118 based on a signal from the ECM 114, which ignites the air/fuel mixture. The timing of the spark may be specified relative to the time when the piston is at its topmost position, referred to as top dead center (TDC).

The spark actuator module 126 may be controlled by a timing signal specifying how far before or after TDC to generate the spark. Because piston position is directly related to crankshaft rotation, operation of the spark actuator module 126 may be synchronized with crankshaft angle. In various implementations, the spark actuator module 126 may halt provision of spark to deactivated cylinders.

Generating the spark may be referred to as a firing event. The spark actuator module 126 may have the ability to vary the timing of the spark for each firing event. The spark actuator module 126 may even be capable of varying the spark timing for a next firing event when the spark timing signal is changed between a last firing event and the next firing event.

During the combustion stroke, the combustion of the air/fuel mixture drives the piston down, thereby driving the crankshaft. The combustion stroke may be defined as the time between the piston reaching TDC and the time at which the piston returns to bottom dead center (BDC).

During the exhaust stroke, the piston begins moving up from BDC and expels the byproducts of combustion through an exhaust valve 130. The byproducts of combustion are exhausted from the vehicle via an exhaust system 134.

The intake valve 122 may be controlled by an intake camshaft 140, while the exhaust valve 130 may be controlled by an exhaust camshaft 142. In various implementations, multiple intake camshafts (including the intake camshaft 140) may control multiple intake valves (including the intake valve 122) for the cylinder 118 and/or may control the intake valves (including the intake valve 122) of multiple banks of cylinders (including the cylinder 118). Similarly, multiple exhaust camshafts (including the exhaust camshaft 142) may control multiple exhaust valves for the cylinder 118 and/or may control exhaust valves (including the exhaust valve 130) for multiple banks of cylinders (including the cylinder 118).

The cylinder actuator module 120 may deactivate the cylinder 118 by disabling opening of the intake valve 122 and/or the exhaust valve 130. In various other implementations, the intake valve 122 and/or the exhaust valve 130 may be controlled by devices other than camshafts, such as electromagnetic actuators.

The time at which the intake valve 122 is opened may be varied with respect to piston TDC by an intake cam phaser 148. The time at which the exhaust valve 130 is opened may be varied with respect to piston TDC by an exhaust cam phaser 150. A phaser actuator module 158 may control the intake cam phaser 148 and the exhaust cam phaser 150 based on signals from the ECM 114. When implemented, variable valve lift (not shown) may also be controlled by the phaser actuator module 158.

The engine system 100 may include a boost device that provides pressurized air to the intake manifold 110. For example, FIG. 1 shows a turbocharger including a hot turbine 160-1 that is powered by hot exhaust gases flowing through the exhaust system 134. The turbocharger also includes a cold air compressor 160-2, driven by the turbine 160 1, that compresses air leading into the throttle valve 112. In various implementations, a supercharger (not shown), driven by the crankshaft, may compress air from the throttle valve 112 and deliver the compressed air to the intake manifold 110.

A wastegate 162 may allow exhaust to bypass the turbine 160 1, thereby reducing the boost (the amount of intake air compression) of the turbocharger. The ECM 114 may control the turbocharger via a boost actuator module 164. The boost actuator module 164 may modulate the boost of the turbocharger by controlling the position of the wastegate 162. In various implementations, multiple turbochargers may be controlled by the boost actuator module 164. The turbocharger may have variable geometry, which may be controlled by the boost actuator module 164.

An intercooler (not shown) may dissipate some of the heat contained in the compressed air charge, which is generated as the air is compressed. The compressed air charge may also have absorbed heat from components of the exhaust system 134. Although shown separated for purposes of illustration, the turbine 160-1 and the compressor 160-2 may be attached to each other, placing intake air in close proximity to hot exhaust.

The engine system 100 may include an exhaust gas recirculation (EGR) valve 170, which selectively redirects exhaust gas back to the intake manifold 110. The EGR valve 170 may be located upstream of the turbocharger's turbine 160-1. The EGR valve 170 may be controlled by an EGR actuator module 172.

The engine system 100 may measure the speed of the crankshaft in revolutions per minute (RPM) using an RPM sensor 180. The temperature of the engine coolant may be measured using an engine coolant temperature (ECT) sensor 182. The ECT sensor 182 may be located within the engine 102 or at other locations where the coolant is circulated, such as a radiator (not shown).

The pressure within the intake manifold 110 may be measured using a manifold absolute pressure (MAP) sensor 184. In various implementations, engine vacuum, which is the difference between ambient air pressure and the pressure within the intake manifold 110, may be measured. The mass flow rate of air being drawn into the engine 102 may be measured using a mass airflow (MAF) sensor 186. The pressure of air at the inlet of the throttle valve 112 may be measured using a throttle inlet air pressure (TIAP) sensor 188.

The throttle actuator module 116 may monitor the position of the throttle valve 112 using one or more throttle position sensors (TPS) 190. The ambient temperature of air being drawn into the engine 102 may be measured using an intake air temperature (IAT) sensor 192. In various implementations, the MAF sensor 186 and the IAT sensor 192 may be located in the same housing. In addition, the MAF sensor 186 and the IAT sensor 192 may be located upstream from the turbocharger's compressor 160-2 to protect the sensors 186, 192 from heat generated as air is compressed by the turbocharger's compressor 160-2. The ECM 114 may use signals from the sensors to make control decisions for the engine system 100.

The ECM 114 may communicate with a transmission control module 194 to coordinate shifting gears in a transmission (not shown). For example, the ECM 114 may reduce engine torque during a gear shift. The ECM 114 may communicate with a hybrid control module 196 to coordinate operation of the engine 102 and an electric motor 198.

The electric motor 198 may also function as a generator, and may be used to produce electrical energy for use by vehicle electrical systems and/or for storage in a battery. In various implementations, various functions of the ECM 114, the transmission control module 194, and the hybrid control module 196 may be integrated into one or more modules.

Each system that varies an engine parameter may be referred to as an actuator that receives an actuator value. For example, the throttle actuator module 116 may be referred to as an actuator and the throttle opening area may be referred to as the actuator value. In the example of FIG. 1, the throttle actuator module 116 achieves the throttle opening area by adjusting an angle of the blade of the throttle valve 112.

Similarly, the spark actuator module 126 may be referred to as an actuator, while the corresponding actuator value may be the amount of spark advance relative to cylinder TDC. Other actuators may include the cylinder actuator module 120, the fuel actuator module 124, the phaser actuator module 158, the boost actuator module 164, and the EGR actuator module 172. For these actuators, the actuator values may correspond to number of activated cylinders, fueling rate, intake and exhaust cam phaser angles, boost pressure, and EGR valve opening area, respectively. The ECM 114 may control actuator values in order to cause the engine 102 to generate a desired engine output torque.

Referring now to FIG. 2, a functional block diagram of an exemplary engine control system is presented. An exemplary implementation of the ECM 114 includes a driver torque module 202. The driver torque module 202 may determine a driver torque request based on a driver input from the driver input module 104. The driver input may be based on a position of an accelerator pedal. The driver input may also be based on cruise control, which may be an adaptive cruise control system that varies vehicle speed to maintain a predetermined following distance. The driver torque module 202 may store one or more mappings of accelerator pedal position to desired torque, and may determine the driver torque request based on a selected one of the mappings.

An axle torque arbitration module 204 arbitrates between the driver torque request from the driver torque module 202 and other axle torque requests. Axle torque (torque at the wheels) may be produced by various sources including an engine and/or an electric motor. Torque requests may include absolute torque requests as well as relative torque requests and ramp requests. For example only, ramp requests may include a request to ramp torque down to a minimum engine off torque or to ramp torque up from the minimum engine off torque. Relative torque requests may include temporary or persistent torque reductions or increases.

Axle torque requests may include a torque reduction requested by a traction control system when positive wheel slip is detected. Positive wheel slip occurs when axle torque overcomes friction between the wheels and the road surface, and the wheels begin to slip against the road surface. Axle torque requests may also include a torque increase request to counteract negative wheel slip, where a tire of the vehicle slips in the other direction with respect to the road surface because the axle torque is negative.

Axle torque requests may also include brake management requests and vehicle over-speed torque requests. Brake management requests may reduce axle torque to ensure that the axle torque does not exceed the ability of the brakes to hold the vehicle when the vehicle is stopped. Vehicle over-speed torque requests may reduce the axle torque to prevent the vehicle from exceeding a predetermined speed. Axle torque requests may also be generated by vehicle stability control systems.

The axle torque arbitration module 204 outputs a predicted torque request and an immediate torque request based on the results of arbitrating between the received torque requests. As described below, the predicted and immediate torque requests from the axle torque arbitration module 204 may selectively be adjusted by other modules of the ECM 114 before being used to control actuators of the engine system 100.

In general terms, the immediate torque request is the amount of currently desired axle torque, while the predicted torque request is the amount of axle torque that may be needed on short notice. The ECM 114 therefore controls the engine system 100 to produce an axle torque equal to the immediate torque request. However, different combinations of actuator values may result in the same axle torque. The ECM 114 may therefore adjust the actuator values to allow a faster transition to the predicted torque request, while still maintaining the axle torque at the immediate torque request.

In various implementations, the predicted torque request may be based on the driver torque request. The immediate torque request may be less than the predicted torque request, such as when the driver torque request is causing wheel slip on an icy surface. In such a case, a traction control system (not shown) may request a reduction via the immediate torque request, and the ECM 114 reduces the torque produced by the engine system 100 to the immediate torque request. However, the ECM 114 controls the engine system 100 so that the engine system 100 can quickly resume producing the predicted torque request once the wheel slip stops.

In general terms, the difference between the immediate torque request and the higher predicted torque request can be referred to as a torque reserve. The torque reserve may represent the amount of additional torque that the engine system 100 can begin to produce with minimal delay. Fast engine actuators are used to increase or decrease current axle torque. As described in more detail below, fast engine actuators are defined in contrast with slow engine actuators.

In various implementations, fast engine actuators are capable of varying axle torque within a range, where the range is established by the slow engine actuators. In such implementations, the upper limit of the range is the predicted torque request, while the lower limit of the range is limited by the torque capacity of the fast actuators. For example only, fast actuators may only be able to reduce axle torque by a first amount, where the first amount is a measure of the torque capacity of the fast actuators. The first amount may vary based on engine operating conditions set by the slow engine actuators. When the immediate torque request is within the range, fast engine actuators can be set to cause the axle torque to be equal to the immediate torque request. When the ECM 114 requests the predicted torque request to be output, the fast engine actuators can be controlled to vary the axle torque to the top of the range, which is the predicted torque request.

In general terms, fast engine actuators can more quickly change the axle torque when compared to slow engine actuators. Slow actuators may respond more slowly to changes in their respective actuator values than fast actuators do. For example, a slow actuator may include mechanical components that require time to move from one position to another in response to a change in actuator value. A slow actuator may also be characterized by the amount of time it takes for the axle torque to begin to change once the slow actuator begins to implement the changed actuator value. Generally, this amount of time will be longer for slow actuators than for fast actuators. In addition, even after beginning to change, the axle torque may take longer to fully respond to a change in a slow actuator.

For example only, the ECM 114 may set actuator values for slow actuators to values that would enable the engine system 100 to produce the predicted torque request if the fast actuators were set to appropriate values. Meanwhile, the ECM 114 may set actuator values for fast actuators to values that, given the slow actuator values, cause the engine system 100 to produce the immediate torque request instead of the predicted torque request.

The fast actuator values therefore cause the engine system 100 to produce the immediate torque request. When the ECM 114 decides to transition the axle torque from the immediate torque request to the predicted torque request, the ECM 114 changes the actuator values for one or more fast actuators to values that correspond to the predicted torque request. Because the slow actuator values have already been set based on the predicted torque request, the engine system 100 is able to produce the predicted torque request after only the delay imposed by the fast actuators. In other words, the longer delay that would otherwise result from changing axle torque using slow actuators is avoided.

For example only, when the predicted torque request is equal to the driver torque request, a torque reserve may be created when the immediate torque request is less than the driver torque request due to a temporary torque reduction request. Alternatively, a torque reserve may be created by increasing the predicted torque request above the driver torque request while maintaining the immediate torque request at the driver torque request. The resulting torque reserve can absorb sudden increases in required axle torque. For example only, sudden loads from an air conditioner or a power steering pump may be counterbalanced by increasing the immediate torque request. If the increase in immediate torque request is less than the torque reserve, the increase can be quickly produced by using fast actuators. The predicted torque request may then also be increased to re-establish the previous torque reserve.

Another example use of a torque reserve is to reduce fluctuations in slow actuator values. Because of their relatively slow speed, varying slow actuator values may produce control instability. In addition, slow actuators may include mechanical parts, which may draw more power and/or wear more quickly when moved frequently. Creating a sufficient torque reserve allows changes in desired torque to be made by varying fast actuators via the immediate torque request while maintaining the values of the slow actuators. For example, to maintain a given idle speed, the immediate torque request may vary within a range. If the predicted torque request is set to a level above this range, variations in the immediate torque request that maintain the idle speed can be made using fast actuators without the need to adjust slow actuators.

For example only, in a spark-ignition engine, spark timing may be a fast actuator value, while throttle opening area may be a slow actuator value. Spark-ignition engines may combust fuels including, for example, gasoline and ethanol, by applying a spark. By contrast, in a compression-ignition engine, fuel flow may be a fast actuator value, while throttle opening area may be used as an actuator value for engine characteristics other than torque. Compression-ignition engines may combust fuels including, for example, diesel, by compressing the fuels.

When the engine 102 is a spark-ignition engine, the spark actuator module 126 may be a fast actuator and the throttle actuator module 116 may be a slow actuator. After receiving a new actuator value, the spark actuator module 126 may be able to change spark timing for the following firing event. When the spark timing (also called spark advance) for a firing event is set to a calibrated value, maximum torque is produced in the combustion stroke immediately following the firing event. However, a spark advance deviating from the calibrated value may reduce the amount of torque produced in the combustion stroke. Therefore, the spark actuator module 126 may be able to vary engine output torque as soon as the next firing event occurs by varying spark advance. For example only, a table of spark advances corresponding to different engine operating conditions may be determined during a calibration phase of vehicle design, and the calibrated value is selected from the table based on current engine operating conditions.

By contrast, changes in throttle opening area take longer to affect engine output torque. The throttle actuator module 116 changes the throttle opening area by adjusting the angle of the blade of the throttle valve 112. Therefore, once a new actuator value is received, there is a mechanical delay as the throttle valve 112 moves from its previous position to a new position based on the new actuator value. In addition, airflow changes based on the throttle valve opening are subject to air transport delays in the intake manifold 110. Further, increased airflow in the intake manifold 110 is not realized as an increase in engine output torque until the cylinder 118 receives additional air in the next intake stroke, compresses the additional air, and commences the combustion stroke.

Using these actuators as an example, a torque reserve can be created by setting the throttle opening area to a value that would allow the engine 102 to produce a predicted torque request. Meanwhile, the spark timing can be set based on an immediate torque request that is less than the predicted torque request. Although the throttle opening area generates enough airflow for the engine 102 to produce the predicted torque request, the spark timing is retarded (which reduces torque) based on the immediate torque request. The engine output torque will therefore be equal to the immediate torque request.

When additional torque is needed, such as when the air conditioning compressor is started, or when traction control determines wheel slip has ended, the spark timing can be set based on the predicted torque request. By the following firing event, the spark actuator module 126 may return the spark advance to a calibrated value, which allows the engine 102 to produce the full engine output torque achievable with the airflow already present. The engine output torque may therefore be quickly increased to the predicted torque request without experiencing delays from changing the throttle opening area.

When the engine 102 is a compression-ignition engine, the fuel actuator module 124 may be a fast actuator and the throttle actuator module 116 and the boost actuator module 164 may be emissions actuators. In this manner, the fuel mass may be set based on the immediate torque request, and the throttle opening area and boost may be set based on the predicted torque request. The throttle opening area may generate more airflow than necessary to satisfy the predicted torque request. In turn, the airflow generated may be more than required for complete combustion of the injected fuel such that the air/fuel ratio is usually lean and changes in airflow do not affect the engine torque output. The engine output torque will therefore be equal to the immediate torque request and may be increased or decreased by adjusting the fuel flow.

The throttle actuator module 116, the boost actuator module 164, and the EGR actuator module 172 may be controlled based on the predicted torque request to control emissions and to minimize turbo lag. The throttle actuator module 116 may create a vacuum to draw exhaust gases through the EGR valve 170 and into the intake manifold 110.

The axle torque arbitration module 204 may output the predicted torque request and the immediate torque request to a propulsion torque arbitration module 206. In various implementations, the axle torque arbitration module 204 may output the predicted and immediate torque requests to a hybrid optimization module 208. The hybrid optimization module 208 determines how much torque should be produced by the engine 102 and how much torque should be produced by the electric motor 198. The hybrid optimization module 208 then outputs modified predicted and immediate torque requests to the propulsion torque arbitration module 206. In various implementations, the hybrid optimization module 208 may be implemented in the hybrid control module 196.

The predicted and immediate torque requests received by the propulsion torque arbitration module 206 are converted from an axle torque domain (torque at the wheels) into a propulsion torque domain (torque at the crankshaft). This conversion may occur before, after, as part of, or in place of the hybrid optimization module 208.

The propulsion torque arbitration module 206 arbitrates between propulsion torque requests, including the converted predicted and immediate torque requests. The propulsion torque arbitration module 206 generates an arbitrated predicted torque request and an arbitrated immediate torque request. The arbitrated torques may be generated by selecting a winning request from among received requests. Alternatively or additionally, the arbitrated torques may be generated by modifying one of the received requests based on another one or more of the received requests.

Other propulsion torque requests may include torque reductions for engine over-speed protection, torque increases for stall prevention, and torque reductions requested by the transmission control module 194 to accommodate gear shifts. Propulsion torque requests may also result from clutch fuel cutoff, which reduces the engine output torque when the driver depresses the clutch pedal in a manual transmission vehicle to prevent a flare (rapid rise) in engine speed.

Propulsion torque requests may also include an engine shutoff request, which may be initiated when a critical fault is detected. For example only, critical faults may include detection of vehicle theft, a stuck starter motor, electronic throttle control problems, and unexpected torque increases. In various implementations, when an engine shutoff request is present, arbitration selects the engine shutoff request as the winning request. When the engine shutoff request is present, the propulsion torque arbitration module 206 may output zero as the arbitrated torques.

In various implementations, an engine shutoff request may simply shut down the engine 102 separately from the arbitration process. The propulsion torque arbitration module 206 may still receive the engine shutoff request so that, for example, appropriate data can be fed back to other torque requestors. For example, all other torque requestors may be informed that they have lost arbitration.

An RPM control module 210 may also output predicted and immediate torque requests to the propulsion torque arbitration module 206. The torque requests from the RPM control module 210 may prevail in arbitration when the ECM 114 is in an RPM mode. RPM mode may be selected when the driver removes their foot from the accelerator pedal, such as when the vehicle is idling or coasting down from a higher speed. Alternatively or additionally, RPM mode may be selected when the predicted torque request from the axle torque arbitration module 204 is less than a predetermined torque value.

The RPM control module 210 receives a desired RPM from an RPM trajectory module 212, and controls the predicted and immediate torque requests to reduce the difference between the desired RPM and the current RPM. For example only, the RPM trajectory module 212 may output a linearly decreasing desired RPM for vehicle coastdown until an idle RPM is reached. The RPM trajectory module 212 may then continue outputting the idle RPM as the desired RPM.

A reserves/loads module 220 receives the arbitrated predicted and immediate torque requests from the propulsion torque arbitration module 206. The reserves/loads module 220 may adjust the arbitrated predicted and immediate torque requests to create a torque reserve and/or to compensate for one or more loads. The reserves/loads module 220 then outputs the adjusted predicted and immediate torque requests to an actuation module 224.

For example only, a catalyst light-off process or a cold start emissions reduction process may require retarded spark advance. The reserves/loads module 220 may therefore increase the adjusted predicted torque request above the adjusted immediate torque request to create retarded spark for the cold start emissions reduction process. In another example, the air/fuel ratio of the engine and/or the mass airflow may be directly varied, such as by diagnostic intrusive equivalence ratio testing and/or new engine purging. Before beginning these processes, a torque reserve may be created or increased to quickly offset decreases in engine output torque that result from leaning the air/fuel mixture during these processes.

The reserves/loads module 220 may also create or increase a torque reserve in anticipation of a future load, such as power steering pump operation or engagement of an air conditioning (A/C) compressor clutch. The reserve for engagement of the A/C compressor clutch may be created when the driver first requests air conditioning. The reserves/loads module 220 may increase the adjusted predicted torque request while leaving the adjusted immediate torque request unchanged to produce the torque reserve. Then, when the A/C compressor clutch engages, the reserves/loads module 220 may increase the immediate torque request by the estimated load of the A/C compressor clutch.

The actuation module 224 receives the adjusted predicted and immediate torque requests from the reserves/loads module 220. The actuation module 224 determines how the adjusted predicted and immediate torque requests will be achieved. The actuation module 224 may be engine type specific. For example, the actuation module 224 may be implemented differently or use different control schemes for spark-ignition engines versus compression-ignition engines.

In various implementations, the actuation module 224 may define a boundary between modules that are common across all engine types and modules that are engine type specific. For example, engine types may include spark-ignition and compression-ignition. Modules prior to the actuation module 224, such as the propulsion torque arbitration module 206, may be common across engine types, while the actuation module 224 and subsequent modules may be engine type specific.

For example, in a spark-ignition engine, the actuation module 224 may vary the opening of the throttle valve 112 as a slow actuator that allows for a wide range of torque control. The actuation module 224 may disable cylinders using the cylinder actuator module 120, which also provides for a wide range of torque control, but may also be slow and may involve drivability and emissions concerns. The actuation module 224 may use spark timing as a fast actuator. However, spark timing may not provide as much range of torque control. In addition, the amount of torque control possible with changes in spark timing (referred to as spark reserve capacity) may vary as airflow changes.

In various implementations, the actuation module 224 may generate an air torque request based on the adjusted predicted torque request. The air torque request may be equal to the adjusted predicted torque request, setting airflow so that the adjusted predicted torque request can be achieved by changes to other actuators.

An air control module 228 may determine desired actuator values based on the air torque request. For example, the air control module 228 may control desired manifold absolute pressure (MAP), desired throttle intake air pressure (TIAP), desired throttle area, and/or desired air per cylinder (APC). Desired MAP and desired TIAP may be used to determine desired boost, and desired APC may be used to determine desired cam phaser positions. In various implementations, the air control module 228 may also determine an amount of opening of the EGR valve 170.

The actuation module 224 may also generate a spark torque request, a cylinder shut-off torque request, and a fuel torque request. The spark torque request may be used by a spark control module 232 to determine how much to retard the spark timing (which reduces engine output torque) from a calibrated spark advance.

The cylinder shut-off torque request may be used by a cylinder control module 236 to determine how many cylinders to deactivate. The cylinder control module 236 may instruct the cylinder actuator module 120 to deactivate one or more cylinders of the engine 102. In various implementations, a predefined group of cylinders may be deactivated jointly.

The cylinder control module 236 may also instruct a fuel control module 240 to stop providing fuel for deactivated cylinders and may instruct the spark control module 232 to stop providing spark for deactivated cylinders. In various implementations, the spark control module 232 only stops providing spark for a cylinder once any fuel/air mixture already present in the cylinder has been combusted.

In various implementations, the cylinder actuator module 120 may include a hydraulic system that selectively decouples intake and/or exhaust valves from the corresponding camshafts for one or more cylinders in order to deactivate those cylinders. For example only, valves for half of the cylinders are either hydraulically coupled or decoupled as a group by the cylinder actuator module 120. In various implementations, cylinders may be deactivated simply by halting provision of fuel to those cylinders, without stopping the opening and closing of the intake and exhaust valves. In such implementations, the cylinder actuator module 120 may be omitted.

The fuel control module 240 may vary the amount of fuel provided to each cylinder based on the fuel torque request from the actuation module 224. During normal operation of a spark-ignition engine, the fuel control module 240 may operate in an air lead mode in which the fuel control module 240 attempts to maintain a stoichiometric air/fuel ratio by controlling fuel flow based on airflow. The fuel control module 240 may determine a fuel mass that will yield stoichiometric combustion when combined with the current amount of air per cylinder. The fuel control module 240 may instruct the fuel actuator module 124 via the fueling rate to inject this fuel mass for each activated cylinder.

In compression-ignition systems, the fuel control module 240 may operate in a fuel lead mode in which the fuel control module 240 determines a fuel mass for each cylinder that satisfies the fuel torque request while minimizing emissions, noise, and fuel consumption. In the fuel lead mode, airflow is controlled based on fuel flow and may be controlled to yield a lean air/fuel ratio. In addition, the air/fuel ratio may be maintained above a predetermined level, which may prevent black smoke production in dynamic engine operating conditions.

A mode setting may determine how the actuation module 224 treats the adjusted immediate torque request. The mode setting may be provided to the actuation module 224, such as by the propulsion torque arbitration module 206, and may select modes including an inactive mode, a pleasible mode, a maximum range mode, and an auto actuation mode.

In the inactive mode, the actuation module 224 may ignore the adjusted immediate torque request and set engine output torque based on the adjusted predicted torque request. The actuation module 224 may therefore set the spark torque request, the cylinder shut-off torque request, and the fuel torque request to the adjusted predicted torque request, which maximizes engine output torque for the current engine airflow conditions. Alternatively, the actuation module 224 may set these requests to predetermined (such as out-of-range high) values to disable torque reductions from retarding spark, deactivating cylinders, or reducing the fuel/air ratio.

In the pleasible mode, the actuation module 224 outputs the adjusted predicted torque request as the air torque request and attempts to achieve the adjusted immediate torque request by adjusting only spark advance. The actuation module 224 therefore outputs the adjusted immediate torque request as the spark torque request. The spark control module 232 will retard the spark as much as possible to attempt to achieve the spark torque request. If the desired torque reduction is greater than the spark reserve capacity (the amount of torque reduction achievable by spark retard), the torque reduction may not be achieved. The engine output torque will then be greater than the adjusted immediate torque request.

In the maximum range mode, the actuation module 224 may output the adjusted predicted torque request as the air torque request and the adjusted immediate torque request as the spark torque request. In addition, the actuation module 224 may decrease the cylinder shut-off torque request (thereby deactivating cylinders) when reducing spark advance alone is unable to achieve the adjusted immediate torque request.

In the auto actuation mode, the actuation module 224 may decrease the air torque request based on the adjusted immediate torque request. In various implementations, the air torque request may be reduced only so far as is necessary to allow the spark control module 232 to achieve the adjusted immediate torque request by adjusting spark advance. Therefore, in auto actuation mode, the adjusted immediate torque request is achieved while adjusting the air torque request as little as possible. In other words, the use of relatively slowly-responding throttle valve opening is minimized by reducing the quickly-responding spark advance as much as possible. This allows the engine 102 to return to producing the adjusted predicted torque request as quickly as possible.

A torque estimation module 244 may estimate torque output of the engine 102. This estimated torque may be used by the air control module 228 to perform closed-loop control of engine airflow parameters, such as throttle area, MAP, and phaser positions. For example, a torque relationship such as

T=f(APC,S,I,E,AF,OT,#)  (1)

may be defined, where torque (T) is a function of air per cylinder (APC), spark advance (S), intake cam phaser position (I), exhaust cam phaser position (E), air/fuel ratio (AF), oil temperature (OT), and number of activated cylinders (#). Additional variables may also be accounted for, such as the degree of opening of an exhaust gas recirculation (EGR) valve.

This relationship may be modeled by an equation and/or may be stored as a lookup table. The torque estimation module 244 may determine APC based on measured MAF and current RPM, thereby allowing closed loop air control based on actual airflow. The intake and exhaust cam phaser positions used may be based on actual positions, as the phasers may be traveling toward desired positions.

The actual spark advance may be used to estimate the actual engine output torque. When a calibrated spark advance value is used to estimate torque, the estimated torque may be called an estimated air torque, or simply air torque. The air torque is an estimate of how much torque the engine could generate at the current airflow if spark retard was removed (i.e., spark timing was set to the calibrated spark advance value) and all cylinders were fueled.

The air control module 228 may output a desired area signal to the throttle actuator module 116. The throttle actuator module 116 then regulates the throttle valve 112 to produce the desired throttle area. The air control module 228 may generate the desired area signal based on an inverse torque model and the air torque request. The air control module 228 may use the estimated air torque and/or the MAF signal in order to perform closed loop control. For example, the desired area signal may be controlled to minimize a difference between the estimated air torque and the air torque request.

The air control module 228 may output a desired manifold absolute pressure (MAP) signal to a boost control module 248. The boost control module 248 determines a desired boost pressure based on the desired MAP signal and outputs a desired boost pressure signal to control the boost actuator module 164. The boost actuator module 164 then controls one or more turbochargers (e.g., the turbocharger including the turbine 160-1 and the compressor 160-2) and/or superchargers.

The air control module 228 may also output a desired air per cylinder (APC) signal to a phaser scheduling module 252. Based on the desired APC signal and the RPM signal, the phaser scheduling module 252 may control positions of the intake and/or exhaust cam phasers 148 and 150 using the phaser actuator module 158.

Referring back to the spark control module 232, calibrated spark advance values may vary based on various engine operating conditions. For example only, a torque relationship may be inverted to solve for desired spark advance. For a given torque request (Tdes), the desired spark advance (Sdes) may be determined based on

S _(des) =f ⁻¹(T _(des),APC,I,E,AF,OT,#).  (2)

This relationship may be embodied as an equation and/or as a lookup table. The air/fuel ratio (AF) may be the actual air/fuel ratio, as reported by the fuel control module 240.

When the spark advance is set to the calibrated spark advance, the resulting torque may be as close to mean best torque (MBT) as possible. MBT refers to the maximum engine output torque that is generated for a given airflow as spark advance is increased, while using fuel having an octane rating greater than a predetermined threshold and using stoichiometric fueling. The spark advance at which this maximum torque occurs is referred to as MBT spark. The calibrated spark advance may differ slightly from MBT spark because of, for example, fuel quality (such as when lower octane fuel is used) and environmental factors. The torque at the calibrated spark advance may therefore be less than MBT.

Referring now to FIG. 3, the air control module 228 may include various modules that determine the desired MAP and the desired throttle area based on the air torque request. A torque adjustment module 302 performs closed loop control by adjusting the air torque request to minimize a difference between the air torque request and the estimated air torque. The torque adjustment module 302 outputs the adjusted air torque.

The MAP determination module 304 may determine the desired MAP based on the inverse torque model and the adjusted air torque. Additionally, the MAP determination module 304 may determine the desired MAP based on the inverse torque model and the air torque request. The MAP determination module 304 may perform closed loop control by adjusting the desired MAP to minimize a difference between the desired MAP and an actual MAP measured by the MAP sensor 184. The MAP determination module 304 outputs the desired MAP.

The APC determination module 306 may determine the desired APC based on the inverse torque model and the adjusted air torque. Additionally, the APC determination module 306 may determine the desired APC based on the inverse torque model and the air torque request. The APC determination module 306 may perform closed loop control by adjusting the desired APC to minimize a difference between the desired APC and an actual APC. The actual APC may be determined based on the mass flow rate measured by the MAF sensor 186 and the number of activated cylinders. The APC determination module 306 outputs the desired APC.

A basic boost module 308 determines a basic boost pressure based on atmospheric pressure and design parameters of the boost device. The basic boost module 308 may assume the atmospheric pressure is equal to standard atmospheric pressure (100 kPa) and/or determine the atmospheric pressure based on output from a pressure sensor (not shown). The design parameters of the boost device may include the size of the wastegate, the area of a diaphragm on which compressed air acts to urge the wastegate open, and the rate of a spring acting on the diaphragm to urge the wastegate closed. The design parameters of the boost device may be predetermined.

A boost offset module 310 determines a boost offset pressure based on the desired MAP and the basic boost pressure. The boost offset module 310 may determine the boost offset pressure based on a predetermined relationship between the desired MAP, the basic boost pressure, and the boost offset pressure. This predetermined relationship may be embodied as an equation and/or as a lookup table. The boost offset pressure may be greater than zero when the desired MAP is less than a first pressure. The first pressure may be greater than the basic boost pressure and may be predetermined to correspond to a duty cycle of the wastegate. For example, the first pressure may be approximately 10 kPa greater than the basic boost pressure.

The boost offset module 310 may add the boost offset pressure to the desired MAP to obtain a desired TIAP and output the desired TIAP. The boost control module 248 may then determine the desired boost pressure based on the desired TIAP. Alternatively, the boost offset module 310 may output the desired MAP and the boost offset pressure. The boost control module 248 may then add the boost offset pressure to the desired MAP to obtain the desired TIAP and determine the desired boost pressure based on the desired TIAP. Either way, the boost control module 248 determines the desired boost pressure based on a sum of the desired MAP and the boost offset pressure.

A throttle offset module 312 determines a throttle offset pressure based on the desired MAP and the basic boost pressure. The throttle offset module 312 may determine the throttle offset pressure based on a predetermined relationship between the desired MAP, the basic boost pressure, and the throttle offset pressure. This predetermined relationship may be embodied as an equation and/or as a lookup table. The throttle offset pressure may be greater than zero when the desired MAP is greater than the first pressure. The throttle offset module 312 outputs the throttle offset pressure.

A throttle control module 314 determines the desired throttle area based on a product of a desired airflow and a desired flow density. The throttle control module 314 may determine the desired airflow based on the desired APC, the number of activated cylinders, and the current RPM (or engine speed). The throttle control module 314 may determine the desired flow density based on a relationship such as

$\begin{matrix} {{{F\; D} = \frac{\left( {R*I\; A\; T} \right)^{1/2}}{\psi*T\; I\; A\; P}},} & (3) \end{matrix}$

where the desired flow density (FD) is a function of the gas constant (R), the intake air temperature (IAT), the compressible flow function (y), and the throttle inlet air pressure (TIAP). This relationship may be embodied as an equation and/or as a lookup table. The compressible flow function is a function of the desired MAP and the TIAP.

The throttle control module 314 may add the throttle offset pressure to the desired MAP before determining the desired flow density based on the desired MAP. The throttle control module 314 may determine the throttle inlet air pressure, the throttle angle, and the intake air temperature and based on input received from the TIAP sensor 188, the TPS sensor 190, and the IAT sensor 192, respectively. The gas constant is 8.31 Joules per mole-Kelvin (J/mol-K). The throttle control module 314 outputs the desired throttle area.

Referring now to FIG. 4, an engine control method according to the present disclosure begins at 402. At 404, the method determines a desired MAP. The method may determine the desired MAP based on a driver torque request and engine operating conditions. The engine operating conditions may include an actual MAP.

At 406, the method determines a desired APC. The method may determine the desired APC based on a driver torque request and engine operating conditions. The engine operating conditions may include a mass flow rate through an intake valve.

At 408, the method determines a basic boost pressure. A wastegate of a boost device may be actuated using boost pressure, and the boost pressure may be insufficient to actuate the wastegate when the boost pressure is less than the basic boost pressure. The method may determine the basic boost pressure based on atmospheric pressure and design parameters of the boost device.

At 410, the method determines a boost offset pressure. The method may determine the boost offset pressure based on the desired MAP and the basic boost pressure. The boost offset pressure may be greater than zero when the desired MAP is less than a first pressure. The first pressure may be greater than the basic boost pressure and may be predetermined to correspond to a duty cycle of the wastegate. For example, the first pressure may be approximately 10 kPa greater than the basic boost pressure.

At 412, the method determines a desired boost pressure. The method may determine the desired boost pressure based on a sum of the desired MAP and the boost offset pressure. The method may control the boost device based on the desired boost pressure.

At 414, the method determines a throttle offset pressure. The method may determine the throttle offset pressure based on the desired MAP and the basic boost pressure. The throttle offset pressure may be greater than zero when the desired MAP is less than the first pressure.

At 416, the method determines a desired throttle area. The method may determine the desired throttle area based on the sum of the desired MAP and the throttle offset pressure. The method may control a throttle valve based on the desired throttle area. The method ends at 418.

Referring now to FIG. 5, an x-axis 502 represents torque requests in Newton-meters (N-m) and a y-axis 504 represents pressure in kilopascals (kPa). A first desired MAP 506 is determined based on the torque request. A desired TIAP 508 is a sum of the first desired MAP 506 and a boost offset pressure 512. A second desired MAP 510 is a sum of the first desired MAP 506 and a throttle pressure offset 514.

A throttle valve and a boost device may be controlled based on the first desired MAP 506. The response gain of the boost device is most consistent when a duty cycle of the wastegate is greater than a first percent (e.g., 30 percent). The duty cycle of the wastegate is equal to the first percent when the first desired MAP 506 is equal to a first pressure 516. The first pressure 516 is equal to a sum of a basic boost pressure 518 and approximately 10 kPa. The basic boost pressure 518 is a minimum boost pressure (e.g., 145 kPa) sufficient to actuate a wastegate of the boost device.

The response gain of the throttle valve is most consistent when a desired pressure ratio across the throttle valve is less than a first ratio (e.g., 0.9). The desired pressure ratio across the throttle valve is a ratio of a desired pressure downstream from the throttle valve (i.e., a desired MAP) to the pressure upstream from the throttle valve. The pressure upstream from the throttle valve is equal to atmospheric pressure 520 when the boost device is incapable of developing boost pressure.

The desired pressure ratio is equal to the first ratio when the first desired MAP 506 is equal to a second pressure 522. The second pressure 522 is equal to a product of the first ratio and the atmospheric pressure 520. For example, the second pressure 522 may be equal to 90 kPa when the first ratio is 0.9 and the atmospheric pressure 520 is equal to standard atmospheric pressure (100 kPa).

Actuation of the throttle valve and the boost device may be coordinated by using the throttle valve and the boost device as a primary actuator in the desired MAP ranges corresponding to when the response gain of the actuators are most consistent. The throttle valve may be used as the primary actuator when the first desired MAP 506 is less than the first pressure 516. The boost device may be used as the primary actuator when the first desired MAP 506 is greater than the first pressure 516.

The throttle valve may be used as the primary actuator by controlling the boost device based on the desired TIAP 508. The boost offset pressure 512 may be predetermined to ensure that the wastegate of the boost device is fully closed when the boost device is controlled based on the desired TIAP 508. This builds boost at a faster rate during acceleration and causes the response gain of the boost device to be consistent earlier in the acceleration (i.e., at a lower torque request). In turn, the ability to control intake airflow and engine torque is improved when the first desired MAP 506 is between the second pressure 522 and the first pressure 516.

The boost device may be used as the primary actuator by controlling the throttle valve based on the second desired MAP 510. The throttle offset pressure 514 may be predetermined to ensure that the throttle valve is fully opened when the boost device is controlled based on the first desired MAP 506. However, the throttle valve may be closed when the boost device overshoots the first desired MAP 506 by more than the throttle offset pressure 514 and reopened when the boost device regains control.

Referring now to FIG. 6, an x-axis 602 represents a duty cycle of a wastegate in percentage and a y-axis 604 represents pressure in kPa. A response gain of a boost device is represented by change in the duty cycle versus change in a boost pressure 606. As indicated above, the response gain of a boost device is most consistent when the duty cycle is greater than 30 percent. The response gain of the boost device is relatively low when the duty cycle is less than 30 percent.

Referring now to FIG. 7, an x-axis 702 represents a pressure ratio across a throttle valve and a y-axis 704 represents the compressible flow function discussed above with reference to FIG. 3. A response gain of the throttle valve is represented by change in the compressible flow function versus change in a pressure ratio 706. As indicated above, the response gain of the throttle valve is most consistent when the pressure ratio 706 is less than 0.9. The response gain of the throttle valve is relatively high when the pressure ratio 706 is greater than 0.9.

The broad teachings of the disclosure can be implemented in a variety of forms. Therefore, while this disclosure includes particular examples, the true scope of the disclosure should not be so limited since other modifications will become apparent to the skilled practitioner upon a study of the drawings, the specification, and the following claims. 

1. A system, comprising: a manifold air pressure (MAP) determination module that determines a desired MAP based on a driver torque request; a boost control module that controls a boost device based on the desired MAP and a basic boost pressure, wherein the boost device is actuated using boost pressure and the boost pressure is insufficient to actuate the boost device when the boost pressure is less than the basic boost pressure; and a throttle control module that controls a throttle valve based on the desired MAP and the basic boost pressure.
 2. The system of claim 1, further comprising a basic boost module that determines the basic boost pressure based on atmospheric pressure.
 3. The system of claim 1, further comprising a boost offset module that determines a boost offset pressure based on the desired MAP and the basic boost pressure, wherein the boost control module controls the boost device based on the boost offset pressure.
 4. The system of claim 3, wherein the boost control module determines a desired boost pressure based on a sum of the desired MAP and the boost offset pressure, and the boost control module controls the boost device based on the desired boost pressure.
 5. The system of claim 4, wherein the boost offset pressure is greater than zero when the desired MAP is less than a first pressure.
 6. The system of claim 5, further comprising a throttle offset module that determines a throttle offset pressure based on the desired MAP and the basic boost pressure, wherein the throttle control module controls the throttle valve based on the throttle offset pressure.
 7. The system of claim 6, wherein the throttle control module determines a desired throttle area based on a sum of the desired MAP and the throttle offset pressure, and the throttle control module controls the throttle valve based on the desired throttle area.
 8. The system of claim 7, further comprising an air per cylinder (APC) determination module that determines a desired APC based on the driver torque request, wherein the throttle control module determines the desired throttle area based on the desired APC.
 9. The system of claim 7, wherein the throttle offset pressure is greater than zero when the desired MAP is greater than the first pressure.
 10. The system of claim 9, wherein the first pressure is predetermined to correspond to an actuation percentage of the boost device.
 11. A method, comprising: determining a desired manifold air pressure (MAP) based on a driver torque request; controlling a boost device based on the desired MAP and a basic boost pressure, wherein the boost device is actuated using boost pressure and the boost pressure is insufficient to actuate the boost device when the boost pressure is less than the basic boost pressure; and controlling a throttle valve based on the desired MAP and the basic boost pressure.
 12. The method of claim 11, further comprising determining the basic boost pressure based on atmospheric pressure.
 13. The method of claim 11, further comprising: determining a boost offset pressure based on the desired MAP and the basic boost pressure; and controlling the boost device based on the boost offset pressure.
 14. The method of claim 13, further comprising: determining a desired boost pressure based on a sum of the desired MAP and the boost offset pressure; and controlling the boost device based on the desired boost pressure.
 15. The method of claim 14, wherein the boost offset pressure is greater than zero when the desired MAP is less than a first pressure.
 16. The method of claim 15, further comprising: determining a throttle offset pressure based on the desired MAP and the basic boost pressure; and controlling the throttle valve based on the throttle offset pressure.
 17. The method of claim 16, further comprising: determining a desired throttle area based on a sum of the desired MAP and the throttle offset pressure; and controlling the throttle valve based on the desired throttle area.
 18. The method of claim 17, further comprising: determining a desired air per cylinder (APC) based on the driver torque request; and determining the desired throttle area based on the desired APC.
 19. The method of claim 17, wherein the throttle offset pressure is greater than zero when the desired MAP is greater than the first pressure.
 20. The method of claim 19, wherein the first pressure is predetermined to correspond to an actuation percentage of the boost device. 